Shift-rail.



G. H. SARGENT.

SHIFT BAIL.

APPLICATION FILED Jun: 17, 1906.

Patented Jan. 19, 1909.

- GEORGE H. SARGENT, OF EVANSTON, ILLINOIS.

SHIFT-RAIL.

- Specification of Letters Patent.

Patented Jan. 19, 1909.

Application filed June 17, 1908. Serial No. 439,028.

To all whom it may concern:

Be it known that I, Gnonon H. SARGENT, a citizen of the United States, residing at Evanston, in the county of Cook and State of Illinois, have invented certain new and usefiil Im rovenients in Shift-Rails, of which the tollowing is a specification.

My invention ertains to shift-rails which are adapted to e used in connection and cooperation with car rerailers or replacers to assist in again placing the wheels of a derailed car or truck on the railroad rails.

Heretofore, it has been customary and usual to employ wooden wedges, planks, &c., on which to roll the derailed wheels to the replacers at or near the railroad rails. Such wedges, planks, &c., are ordinari destroyed by once using, the flanges Ol. the

, not emplo ed, then the derailed wheels cut wheels riding on them usually 5 litting them, thereb rendering them unfit or further use. I some such supporting means is and mar t e cross-ties and damage the loose ballast when rolled across the same.

The object of myinvention is therefore to do away with the necessit of employing Wooden wedges, planks and timber, the expense of which is of some moment, and provideshift-rails simple in construction and economical of manufacture to act as supports for the treads of the wheels while they are being rolled to the railroad rails, these shift-rai s bridging the spaces between the ties and elevating the wheels so that their {hinges do not harm the road-bed, ties or the On the accompanying drawings I have illustrated a preferred and deslrable embodiment of my invention,Figure 1 showing in end elevation a pair of my improved shift-rails laid adjacent to the railroad rails and having traveling thereon the treads of a pair of derailed car-wheels; F1 2 is a lan view or one of these shift-rai s; Fig. 3

is a side elevation of the shift-rail shown in Fig. 2, and illustrates how the 'same bridges the space between adjacent crossties or sleepers; and Fig 4 is an end elevaheight to raise theflange of the wheel above tion of the shift-rail shown in Figs. 2 and 3, and illustrates the manner in which the same carries the wheel on its tread at a suflicient cross-ties or sleepers, thef-top face of this base 10 having extended longitudinally and centrally thereof a track section or portion 11, the top surface of which is at a sufficient elevation above the top face of the base so that when the tread of a car-wheel is rolling on the top of the track its flange will csca e the base, as is clearly shown in Fig. 4-. r t one end of the shift-rail the track 11 is extended beyond the end of the base 10 and downwardly to provide the lug, finger or abutment l2 intended to on age the taco of the cross-tie, as shown in Fig. 3, to revent lengthwise displacement of the rni while the derailed wheel is being rolled upon the same. It should also be noticed that each end of the track 11 is rounded or inclined at 13 and 14 to facilitate the rolling of the car-wheel thereupon.

A pair of these shift-rails is laid on the cross-ties or sleepers in front of the treads of the derailed carwheels and may be pointed or 'imed toward the railroad rails, if desired. The derailed car or truck is then pushed or pulled toward the-shift-raiis, the wheels of which travel up the inclines 13 onto the tracks 11, their flanges being at one side of the tracks, as shown in Figs. 1 and 4. The load of'tho truck or car is therefore transmitted to tlie shift-rails through the V I treads of the wheels, the flanges thereof being prevented by their ele'vation or height above the bases of the shift-rails and above the cross-ties from in any wise damaging car'wheels have sunk to some little depth in ,1

lled

iii! the road-bed. 'lhefingers or abutments 12,

the ballast between the cross-ties, it may be desirable or necessary to insert the ends of the shiftrails beneath the treads of the wheels with the shift-rails in an inclined or elevated position, but as soon as the treads of the wheels ass upon' the tracks 1! the shift-rails will be brought to the horizontal osition indicated in the drawings, bridgmg the spaces between the cross-ties and properly supportin the wheels so that they may be readily rolled upon suitable replacers or rerailers.

I claim:

A shift rail .r ving a flat base adapted to rest on any suiiaclc support andhaving on its top face a narrower track on the top of which the tread of a derailed wheel is adapt ed to roll J ifirack Easing a I rail extendin below saidi base and forming 10 substan iiv v 0"; 31301 8 "she 1305- I an. abutment to ca-act Wlth the cross-me to 1 Y 7 u I 1 tom Qi' saw. base, say 5215 being of prevent displacement or shppmg 0fthesh1ft- 1 10mm height to false the huge the substa ntlally descrlbed.

f 5? j 503 GEORGE SAR GENT.

ma place l, ht

121911114321 01 beveled.

f the wheel on /VALTER M. FULLER,

l CLARE L. RQSENOW.

Witnessa t 011% and of @112 am 

